Elevator control system



y 5, 1932- J. KINNARD ET AL 5 ELEVATOR CONTROL SYSTEM Filed Aug. 11,1928 4 Sheets- Sheet 1 Lufher in Hard, Edgar M. Bou fan &

3 I /8 68 TORNEY y 5, 1932- L. J. KINNARD ET AL 6 9 ELEVATOR CONTROLSYSTEM Filed Aug. 11, 1928 4 Sheets-Sheet 2 l 2 50 8 F/g i INVENTORSLufherJ. K/nnard, Edgar M Boufon 0! s; floor ATTRNEY y '5, 1932- L. J.KINNARD ET AL 1,866,359

' ELEVATOR CONTROL SYSTEM Filed Aug. 11, 1928 4 Sheets-Sheet s Fig. 3

INVENTO RS Lufher J Kinmrd, Edgar M Boufon &

f ToRNEY y 5, 1932- L. J KINNARD ET AL N 1,366,359

ELEVATOR CONTROL SYSTEM Filed Aug. 11, 1928 4 Sheets-Sheet 4 Fly. 4.

lNVENTORS Lufher J K/nnard, Edgar M. Boufon (I BY 22 %ATT'OR:NEY

Patented July 5, 1932 UNITED, TA S PATENT OFFICE LUTHER J. KINNARD ANDEDGAR mBoUToN, or CHICAGO, ILLINOIS, ASSIGNORS'TO wnsrmenousn ELECTRICAND. MANUFACTURING COMPANY, A CORPORATION '01 PENNsYLvA I I ELEVATORCONTROL SYS'I'IELI Appli c ati on filed August 11, 1923. Serial-No.299,030.

Our invention relates to motor-control systems and has particularrelation to control s stems for elevators, hoists and similar maciinery.9

An object of our invention is to provide a control system formotor-driven'machines of the type-necessitating stopping ofthe machineat predetermined points in its travel whereinthe machine will' beautomatically slowed down as it approaches selected points,

but wherein the stopping of'the machine is underthe-control of theoperator thereof. Another object of our invention is to provide acontrol system for elevators wherein the elevator will be automaticallydecelerated as it approaches selectedfloors, but wherein the finalstopping of the elevator is'under the control of the attendant,

' Another object of our invention is to prom vicle a control system forelevators wherein prospective passengersfmay 'controlthe car by causingit to slow down asit approaches selected floors, but wherein thestopping of p the car at the floor is at all times under the i controlof the attendant on the car.

Another object of our invention. is to provide a control system of thetype wherein the elevator ar is started by the attendant on the car andwherein prospective passengers may cause the car to automatically re-Anotherobject of our invention is to pro vide acontrol system forelevators wherein the elevator car may beautomatically-stopped atselected floors in response to calls for service and wherein theattendant on the car has complete control of the stopping of the car atthe selected floors andat all other floors as well. g

In modern high-'SPGBCl-BlQVfitOl' equipment, numerous methods'have-beenproposed to automatically controlthestarting and the stopping of theelevatorcar in response to operations of call buttons at the severalfloors past which the car moves {and call buttons carriedupon theelevator Car or cage. Prior systems, however,'have hadthfllll'flltfltlOIl attendant on the car at all times.

that, whenever the car was placed under the control of the push buttons,control was taken from the attendant on-the car, That is, theattendanton the car started the car, and, thereafter, the car could'only bestopped at floors for which calls had been registered by the buttons onthe car or at the floors; In

the event that it was'necessary to stop the car at any floor other thanone for which a call had been registered, the only method by which theattendant could so control the car was by operating an emergency switchto cause the car to stop substantially instantly.

The operation of such emergency stop will,

in most cases, cause the car to be stopped at some place other thanlevel with one of the floors. The passengers on the car are, therefore,unable to leave the car and are subject to some discomfort while waitingfor repairs to be made, which will permit the car to move level with oneof the floors, thus providing them an'exit from the car.

Another fault in the "previous systems has been that, whenpassengersboarded the car, it was necessary that they notify theoperator as to the floors at which they desired to leave the car whenthe car was yet a considerable distance from the floor at which theydesired to leave. Hence, a passenger, unwittingly failing to call hisfloor at the beginning of the car travel and doing soonly when the carwas very close to the floor he desires, was carried past his desireddestination and, in fact, in most prior systems, he was placed under thenecessity of-remaining on the'car throughout its entire trip until thecar again approached his floor, or he was required to leavethe car atthe wron 'floor and to take another car back to his esired destination.

We, therefore, have devised a system of control which includes all ofthe advantages of the prior systems, and, in addition, overcomes thedisadvantages of the priorsystems, making the system entirely flexibleand keeping the car under the control of the We'thus permit theattendant to determine whether a stop'shall be made in response to acall and whether stops should be made at floors .car to travel.

other than those for which calls had been registered; placing emergencystops under the control of the attendant who is required merely toactuate the usual car switch to a stopping position, and wherein, whenan emergency stop is to be made, the car will travel to the nearestfloor level, thus permitting an exit to be provided for passengerswithin the car.

In addition to these features and advantages, our system includes thefurther advantage that, if a car passes a floor at which a passengerdesires to leave it, the car may immeditely be reversed to take thepassenger to his desired destination without disarranging any of thecontrol system previously set up for causing the car to move and answercalls in the origmaldirection.

We will describe our invention with reference to the accompanyingdrawings, wherem,

Figures 1 and 2 jointly constitute a diagrammatic view of our controlsystem as applied to an elevator, and

Figs. 3 and 4 jointly constitute a diagrammatic view illustrating theadaptation of the system shown in Figs. 1 and 2 to a second elevator inthe bank.

Referring to the drawings, we have illustrated, in Figs. 1 and 2,anelevator car C suitably suspended upon supporting cables Ca which passover a hoisting drum D to a suitable counterweight Cw. The hoisting.drum is directly coupled to the armature EM of an elevator motorEMillustrated as being of the separately-excited type having its fieldwinding EMF connected to a suitable source of supply designated lineconductors L1 and L2,

The elevator motor is illustrated as being controlled by means of thevariable-voltagecontrol system, wherein the armature EM of the motor EMis connected in loop circuit with the armature G of a generator G.

The generatorG is illustrated as of the compound-wound type having aseries-field winding GSF and a separately-excited-field winding GF sobalanced and proportioned as to produce substantially constantspeedregulation for the motor EM independent of the load on the elevator car.The armatlire G of the generator G is suitably driven 3 moved in eitherthe up or the down direction and also to determinethe speed at which theSuitable direction switches l and 2 controlled by the car switch Csdetermine the direction of movement of the car 3 C, while speed switches3 and i also under control of the car switch Cs, determine whether thecar is to travel at an intermediate speed or a high speed. While onlythree speeds for the car are illustrated in the de scribed embodiment,it is to be understood that as many more speeds may be provided as isdesired by merely adding a greater number of speed-controlling switches.

WVe have illustrated a plurality of ush buttons as mounted at therespective flbors past which the car moves, an up-button and adown-button being provided for each of the floors. The buttons for thesecond floor are designated by reference characters 2U and 2D for the upand down directions, respectively, while buttons 3U, 3D, 4U, 4D, 5U,51), perform similar service for the third, fourth and fifth floors,respectively. The car C is illustrated as movable between six floors,but it is to be understood that the system may be modified to adapt theinstallation for as many floors as may be desired by merely in cludingan upand a down-button for each additional floor intermediate thetermisuitable limit switches (not shown), such as 7 are usually used atthe terminals of elevators now in use.

The buttons 2U, 2D, 3U, etc, are utilized for the purpose of registeringcalls for serv ice laypersons at the several floors desiring to use thecar, and, when actuated, will cause the car to be automaticallydecelerated when the car approaches the floor in the direction for whichthe selected button has been operated, as will hereinafter be described.

Passengers on the car may signify their intent-ions to leave the car atdesired floors, and a bank of push buttons, one for each of the floorsis provided in the car C for the purpose of registering the indicatedfloors. buttons are designated C2, C3, C4 and C5 corresponding to thesecond, third, fourth and fifth floors, respectively.

In order to indicate to persons standing These 3 at the several floorsthat the car is approachii ing the floors and it will stop thereat,suitable floor lanterns, such as are usually provided in present dayelevator installations, are utilized for this purpose. Each of thefloors intermediate the terminals is provided I."

with two of these lanterns, one indicating that the car is travelling inan up direction and the other indicating that the car is travelling in adown drection. These lanterns are designated by the reference charactersLlU,

L21), Len, LSD, en, Ln), L4U, L5D, LSU

and LSD, respectively.

A suitable floor selector FS comprises a plurality of groups of contactsegments mounted upon a suitable base (not shown) and arranged toqbetraversed by a plurality of contact brushes carried upon, a movable armMA. driven in any .wellknown manner,

as by means of a screw S connected for movelanterns L2D, L3D, etc.

ment in correspondence withmovements of the car C past the severalfloors which it serves 9 it The groups of contact segmentson the floorselector FS include a first group SU containing a segment connected,respectively,to each ofthe up floor lanterns mounted at the severalfloors, a second group F U including a segment connected to reach of theup-callregistering buttons 2U, 3U, 'etc., at the several floors, a thirdgroup GU containing a segment connected, respectively, to each of theThe first group of segments SU is rendered to be "traversed by aplurality of brushes HSU, ISU and SSU carried ,in alignment with themovable arm MA and arranged,

as hereinafter described, to be energized,

respectively, when the car is travelling at high speed, at intermediatespeed. and when the car is stopped. The group FU is an ranged to betraversed by two brushes HFU and IFU, and arranged to beenergized whenthe car is travelling at high speed and intermediate speed,respectively.v A similar set of brushes HCU and ICU is arranszedtotraverse the segments of the group CU.

In like manner, brushes HCD andlCD- traverse group CD. HFD;and IFDtraverse FD and HSD and ISD and SSD arearranged to traverse the groupSD. r

In order that, when the car is travelling in the ..up direction. onlythe up groups of segments SU, FU and CU may be eflective to control theoperation of the car, and the the car is travelling athigh speed and atintermediate speed, respectively. That is. when the car is travellingat'high speed and one ofthe floor call-registering buttons 2D and 2U,etc, are energized,stopping switch Qplished in any suitable manner.

. 'Movementof the car switch 10 will be rendered'efiectiveto'causedeceleration of the car as it approaches the correspondingfloor, while if the car is travelling at,- intermediate speed, stoppingswitch 11 will become effective to decelerate the car in a similarmanner. I

The stopping of the car may be accom- For purposes of illustration, wehave shown the stoppingof the car asunder the control of'inductor relayscarried by the car and operable in the manner described in the copendingapplication of E. c M. Bouton, Serial No. 731,921, filed August 14, 1924and in the copending application. of W. F. Eames, Serial 'No.236,772,'filed November 30, 1927, both of which are assigned to the\Vestinghouse Electric & Manufacturing Company. The

automatic landing of the elevator level with the floor under the systemsdisclosed in the above-named copending applications, israccomplished bymeans of a stopping inductor relay SR and intermediate-speed. inductorrelay UIR and a high-speed inductor relay .UHR operative when the car istravelling in the up direction and an intermediate-speed inductor relayDIR and a high-speed inductor relay DHR when the car is, travelling inthe down direction.

The inductor relays SR, UIR, etc, carried by the car are arranged tocooperate respectively with inductor plates (not shown) mounted adjacenteach of the floors past which the car moves. As illustrated in thecopending applications referred to above,

these inductor plates are so mounted relative to the floor level thatthe associated inductor relay, when energized, passes the correspond-,ing inductor plate, it will cause the inductor relay to open itscontact members to cause deceleration of the car from its then operatingspeedyand thus cause the car to be brought'to a smooth and accurate stoplevel with the associated floor. I

Our system will best be understood by reter'enceto an assumed operation'Assuming the car C to be standing at the first or lowermost floor, theattendant maystart the car upwardly by moving the car switch Cs in acounter-clockwise direction, thereby energizing lip-direction switch 1and the respective speed switches 3 and 4. 7

C8 in a counter-clockwise direction will complete a circuit for thelip-direction switch 1 which extends from line conductor L1, throughconductors 15 and 16, contact members 17 on stoppingin ductor relay SR,conductor 18, the coil of up-direction switch 1, conductor 20, contactmembers 21, 22 and 23 on car switch Ca and conductors 24 and 25, to lineconductor L2. Up-direction switch 1, when energized, completes a.circuit for energizing the separately excited field winding GF ofgenerator G, with current flowing in one direction,

which extends from line conductor L1, through conductors 26, 27 and 28,contact members a on tip-direction switch 1, conductor 29, separatelyexcited field winding Gf, conductors 30 and 31, contact member b onup-direction switch 1, conductor 32, resistors 33 and 34- and conductor35, to line conductor L2. The car C will, therefore, be started upwardlyat a slow speed.

Up-direction switch 1 also completes a selfholding circuit for itselfwhich extends from line conductor L1, through conductors 15 and 16, aspreviously described, through the coil of Lip-direction switch 1 andthence by way of conductor 36, contact members a on updirection switch1, conductor 37 to line conductor L2. Hence, even though the car switchC3 should thereafter be centered, the tip-direction switch 1 will remainenergized until contact members 17 on stopping inductor relay SR areopened.

Movement of car switch Cs to a further position in a counter-clockwisedirection will cause energization of intermediate-speed relay 3 by wayor" a circuit which extends from line conductor L1, through conductors15 and 38, contact members 40 on down inductor relay DIR, conductor41,contact members 42 on up intermediate-speed inductor relay UTR,conductor 43, coil of intermediate-speed relay 3, conductor 44,-contactmembers 45, 22 and 23 on car switch Cs and conductors 24 and 95 to lineconductors L2. Intermediate speed relay 3, when energized, closes itscontact members a to shunt-resistor section 34 from the circuit of theseparately excited field winding GF and the elevator car will be causedto operate at an intermediate speed.

Movement of the car switch Cato a still further movement incounter-clockwise direction will cause energization of high-speed relay4 by way of a circuit which extends from line conductor L1, throughconductors 15 and 46, contact members 47 of down highspeed inductorrelay DHR, conductor 48, contact members 49 of up l'iigh-speedinductorrelay UHR, conductor 50, the coil ofhighspeed relay 4, conductor 51,contact members of a counter-E. M. F. relay CEMF, conductor 52. normallyclosed contact memberse of intermediatespeed stopping relay 11,conductor 53, contact me1nbers'54, 22 and 23 of the car switchCs andconductors 24 and 25,

to line conductor L2.

The counter-E. M. F. relay CEMF has its coil connected across loopconductors 55' and 56 (which connect the armature EM of the motor E l tothe armature G or of the generator G) by way of conductors 57 and 58.

- Hence, counter-E. M. F. relay CEMF maybe by means of a counter-E. M.F. relay is broughtout in the copending application of W. F. Eames,referred to above, which purpose is to permit the attendant on the carto move the car switch to its further-most position momentarily, if itis desired to operate the car only at a slow speed and to make itnecessary that the car switch be held in its furthermost position for afew seconds interval if it is desired to operate the car at a higherspeed, thus eliminating the necessity its contact member a. to shuntresistor 33 from the circuit of the separately excited field winding GF,thus allowing full voltage to be applied to the field winding and thecar will accelerate to its highest speed.

As hereinbefore stated, the compounding of the generator is such thatthis high speed will have a constant value, regardless of whether theelevator car is heavily or lightlyloaded, or whether the car isascending or descending.

High-speed relay 4 also actuates its contact members I) to complete aself-holding circuit for this relay in the manner described forintermediate-speed relay 3.

Assuming now that a person at the third floor desires to travel upwardlyand signifies his desire by operating floor-call-registeringbutton 3U atthat floor. This operation will cause circuits to be set up toautomatically decelerate elevator car C, as it approaches the 3 3 thirdfloor. Button 3U has provided thereon a holding coil 59 which isenergized whenever the button 3U is operated. The circuit for thisbutton extends from line conductor L1 through conductor 60, contactmembers of button 3U, conductor 61, coil 59, and con ductor 25 to lineconductor L2. Hence, the button, once operated, is maintained in op.-erative condition until a kiclrout or cancollation coil 62 wound inopposition to hold- 3;

ing coil 59 is energized, as hereinafter described.

Button 3U, when actuated, partially completes a circuit for either.high-speed stopping relay 10 or intermediatespeed relay 11, dependentupon the speed with which thecar approaches the third fioor, whichcircuit will be completed when the car arrives just in advance of suchpoint in its travel, adjacent the third floor, as is determined thepoint at which deceleration from high speed may most comfortably beinitiated to bring the car to a level accurate stop at the third-floorlevel. ductor L1 through conductor 60, contact This circuit extends fromline concuit for itself which extends through contact tends to the coilof relay 4, as previously de-, scribed, and thence, byway of conductor140, contact member I) on relay 4 and con ductors 77 to line conductorL2.

' Stopping relay 10,alsopartially-completes members of push button 3U,conductor 61, cancellation coil 62, conductors 63 and 64, contactsegment 65 in the group of segments FU on the floor selector FS and(since the car 69 to line conductor L2. topping relay 10,

when energized, completes a self-holding cirmember 17 on the stoppinginductor relay SR in such manner that, when the car is brought to a stopat the floorlevel, relay will be deenergized. This circuit extends fromline conductor L1, through conductors and 16, contact members 17 onstopping inductor relay SR, conductors 18 and 130, contact members a onstopping relay 10, conductor 131, the coil of relay 10 and conductor 69,to

- I speed relay 4 to decelerate the car, line voliline conductor L2. 7

By suitable arrangement of the length and spacing of contact segments inthe group F U and the spacing of contact brush HFU relative to a'floorlevel line FL indicated ating coils of inductor relays UHR and UIR whichextends from line conductor L1,- through conductors 15 and 70, operatingcoils for inductor relays UIR and UHRin parallel relation, conductor 71,contact members d, an lip-direction switch 1, conductors 7 2, 7 3 and 74, contact members I) on stopping relay 10, conductors 75v and 76, toline conductor L2. Hence, as the car approaches the properslow-down-point adjacent to the third floor at, which deceleration fromhigh speed should occur, inductor, relay ,UHR will be energized to openits contact members 49,thereby deenergizing speed relay i.

independentlyof whether the carswitch Ca 11. has been returned toits'central or neutral position or not.

I In the event that the carswitch Cs has been returned to the neutralposition, the circuit forspeed relay 4 will be maintained, throughinductor relay, contact members 49 by wayof a self-holding. circuitwhich exa I circuit for cancelling or restoring the registered callbutton 3U which circuit ,is

completed when high speed' relay 4 drops out; It will be observed, thatthe original circuitfor relay 10 include in series therewiththecancellation coil 62 for the button 3U, but it is assumed that therelative resistances of coil 62 and the coil of relay 10 is such thatinsuilicient current will flow through the coil 62 to neutralize theeffect of holding coil 59. However, if coil '62 is con nected directlyto line conductor L1, sufficient current will flow through coil 62 tohave therequired neutralizing eiiect. This circuit extends from lineconductor L1, through conductors and 61 and the coil 62, as previouslydescribed, to conductor 67, thence, by way of conductor 80, normallyclosed contact members d on high-speed relay 4, conductor 81, contactmembers 11 on high-speed stopping relay 10 andconductors '82, and 76, toline conductor L2. As soon,

therefore, as the car actually responds to the registered call, that is,by deenergizing highage is applied to the cancellation coil 62 and thecall is cancelled. It is to be observed thatthe cancellation of a callcan occur, however, only when the car actually responds thereto byactuation of its control to answer the registered call. I

When the deceleration of the car C in re-- sponse to the opening ofhigh-speed relay 4 begins, the attendant on the car will feel the actionof the car in slowing down. This is particularly true'when the car isoperating at the usual high speeds used in modern elevator practice of600, 700 and more feet per minute. This slowing down of the car warnsthe attendant that service is desired at the floor approached by hiscar, and he may immediately center the car switch C8 to thereby causethe car to make the complete stop at the floor, as hereinafterdescribed.

011 the other hand, it may not be deemed desirable that the feeling ofdeceleration, alone, should be depended upon to warn the operator that astop is to be made, and we, therefore, propose to provide a signal lampsimilar to the flash lamp now in general use in elevator signal systems,which lamp will be energized as soon as the car enters the zone duringwhich deceleration should be initiated, in, order to make the requiredstop; This signal lamp is designated by the reference character OF andis connected in parallel relation with the energizing coils of inductorrelays UHR and UIR. The circuit for this lamp extends from lineconductor L1, through conductors 15 and 85, signal lamp OF, a knifeswitch 87 (by which the lamp may be cut out of circuit when desired)conductors 88, 89 and 74;, contact member 6 of high-speed stopping relay1 0 and conductors 75 and 76, to line conductor L2. The operator will,therefore, be given a double warning that a stop is to be made, and hemay center the car switch to cause the car to land accurately level withthe third floor in precisely the manner described in the copendingapplications of E. M. Benton and IN. F. Eames, previously referred to.

Should the attendant on the car fail to center the car switchimmediately, the car will continue approaching the third floor at theintermediate speed determined by the value of resistor section 33 now incircuit with the generatorseparately-excited field winding GF untilintermediate-speed-in duct-or relay UIR passes its associated inductorplate and is caused to open its contact members 42. The opening ofcontact members 42 causes deenergization of intermediate speed relay 3independent of whether or not the car switch G8 has been centered. Theopening of contact members 42 also opens the holding circuit forstopping relay 10. Ii the car switch has been centered, a holdingcircuit similar to that previously described for highspeed relay 4 willhave maintained speed relay 3 in operative condition. This holdingcircuit extends through contact members I) on speed relay 3 andconductor 90. When, in the assumed operation, speed relay 3 is opened,it will re-insert resistor section 3% in circuit with field winding GFof the generator G and the car C will be decelerated to a slow orlanding speed at which it will constop at the floor.

Centering the car switch Cs completes a circuit for energizing the coilof stopping inductor relay SR by way of a circuit which extends fromline conductor L1 through conductors 15 and 91. the coil of relay SR.conductor 92. contact members 93, 22 and 23 on car switch Cs andconductors 24 and 25 to line conductor L2. Hence, as the car approachesthe exact floor level, stopping inductor relay SR will be caused todisconnect members 17. thereby deenergizing the holding circuit for updirection switch 1 and causing the car to come to rest.

The opening of contact members 17 also opens the holding circuit forstopping relay 10, causing this relay to be restored to its normalcondition.

During all of the above-described operations for causing the'car to beslowed down and stopped at the third floor level, the floor lantern L3Uwill have been maintained energized first by way oi a circuit whichextends through advance contact brush HSU and then by way of a circuitwhich extends through brush ISU and finally, when the car is completelystopped, through contact brush SSU.

The operation of the floor lantern is inall respects identical with theoperation of floor lanterns, as described in the copending appli= cationof W. F. Eames, Serial No. 277,149

and filed May 12, 1928, wherein it is dis-' closed that the signal floorlamp will be energized when the car responds to a registered call, as byde-energization of the higlrspeed relay 4, which supplies current to theselectedfloor lantern (in this case LSU) by way of a circuit whichextends from line conductor L1, through conductors 15 and 94, floorlantern L3U, conductor 95, contact segment '96, advance brush HSU,conductor 97, normally closed contact members f on high-speed relay 4,contact members 6 on intermediatespeed relay 3 (closed at this time) andconductor 98, to line conduct-or L2. As the car continues to approachthe third floor, advance brush HSU will move off the contact segment 96,but, just prior to such action, slow brush ISU will move on to contactsegment 96, and the circuit for the floor lantern LSU will be maintainedby way of conductor 99, contact members f on intermediate speed relay 3(now closed, since, at this time, speed relay 3 will have beendeenergized) conductor 100, contact members f on up direction switch 1(now closed) and conductor 37, to line conductor L2. As the carcontinues to approach the third floor and comes to a stop thereat, thecircuit for the floor lantern LSU will be transferred to brush SSU whichis so positioned as to remain in engagement with contact segment 96 aslong as the car stands at the third floor. This circuit extends, by wayof conductor 101, normally closed contact members 6 on tip-directionswitch 1, normally closed contact members 6 on down-direction switch 2and conductors 102 and 37, to line conductor L2.

It will be observed that the energization of floor lantern L3U isindependent of whether stopping relays 10 or 11 have been energized,

that is, the floor lantern will be lighted each time car C slows downand stops at any floor, regardless of whether or not a call has beenregistered for a stop at that floor.

In a similar manner, when the car is travelling downwardly, theactuation of a down-call registering button 2D, 31), etc. will cause thecar to decelerate as the car approaches the corresponding floor. Theseoperations, however, will occur through the agency of the down groups ofcontact segments CD and F D, by engagement of contact brushes HCD, HFD,etc.

In order that only the up groups of segments shall be engaged when thecar is travelling upwardly, and that only the down 1 which arerespectively connected in circuit with switches operatedwhen the cararrives at thelower terminal and the upper terminal. The operation ofthese relays is such that, when the car arrives at the lower terminal,it opens a switch LD and, maintains, this switch in open condition untilthe car leaves the lower terminal. .By suitably interlocking thecircuits for relays MUR and MDR,

only one of the switches may be in operative condition at any one time.

Assuming, in our illustrated operation, that the car was standing at thefirst floor and maintained switch LD inopen condition, the energizingcoil .for relay MDR was broken and relay MDR closed its contact members0 thereby completing a circuit, for relay MUR which extends from lineconductor L1, through conductor 105, the coil of relay MUR, conductor106, contact members a on relay MDR, conductor 107, contact members ofthe switch LU operable when the car arrives at the upper terminalandconductor 108 and 76, to line conductor L2. Relay MUR, whenenergized, completes a circuit for mag net MU to thereby causeengagement of the contact brushes SSU, IFU, ICU, etc. onthe movable armMA of the floor selectorWhich extends from line conductor L1,;throughconductor 109, the coil of magnet MU, con duct-or 110, contact membersand relay MUR and conductors 11.1, 108 and 76, to line conductor L2.

()n the other hand; when the car arrives to leave the car, for example,at the fourth fioor and indicate their desire to the attendant. Theattendant will operate car callregistering button C4. Button Cl isprovided with a holding. coil 112 anda' cancellation coil 113, and thebutton operates, in

precisely the, manner described for button 3U,to complete a circuitforstopping relays 10 or 11 through engagementof contact segments 114 ingroup CU by contact brushes HCU' or ICU. dependent upon the speed withwhich the car approaches the fourth floor. Assuming that the car stoppedat the third floor, in accordance with our assumed operation, and thatbutton C4 hasbeen previously pressed, indicating that a stop is to bemade at the fO11]fl)l1'flOO1,tl1e car should be prevented from attainingits high oper ating speed. I

The button C4 prepares a'circuit for highspeed and intermediate-speedstop relays 10 and 11. which, in our assumed operation, will becompleted assoon as the car starts from the thirdfloor. his circuitextends from line conductor L1, through conductors 15, and 85, thecontact members of push button C4, conductor 116, cancellation coil 113,conductor 117 to contact segment 114 in the group Cu on the floorselector. At the time that the. elevator car is standing at the thirdfloor contact,'brush ICU will be in engagement with segment 114.Therefore, when the car starts from the third floor, a circuit will becompleted for stopping relay 11 by way of brush ICU, conductors 118 and119, contact members 0 on high-speed relay 4, conductor 120,contact'members 0 on intermediate-speed relay 3 (now closed, since thecar has started from the third floor) and conductor 121, the coil ofintermediate speed stopping relay 11 and conductors 122 and 69, to lineconductor L2. Intermediate stopping relay 11, when energized, completesa self-holding circuit for itself, which extends through the normallyclosed contact members 17 of stoppin inductor relay SR so that stoppingrelay 11 will be deenergized when the car comesto rest at the nextfloor. Stopping relay 11 also completes a circuit for energizingintermediate and high speed inductor relays UIR and UHR by way of itscontact members 6 which are connected in shunt relation to the contactmembers I) of stopping relay 10. 'This circuit has been previouslydescribed and will. not, therefore, be repeated.

It hasbeen discovered that, with elevators operating at such high speedsas requires a slow-down distance greater than the distance between twoadjacent floors, for example, 700 feet per minute or greater speed, itis impossible for an elevator to be accelerated to high speedanddecelerate to a stop within the distance between the adjacent floors,therefore, when calls exist for service at two adjacent floors, someprovision must be made to permit the car to accelerate only to suchspeed as will permit comfortable deceleration to make an accurate stopat the next adjacent floor,

Therefore, we provide stopping relay 11 with contact members 6 which arein circuit with high-speed relay 4, thereby preventing the car fromattaining its highest speed, even though the car switch Cs may be heldin highspeed position for the requisite length of time to permit relayCEMF to be energized.

Hence, the car will only be accelerated to intermediate speed, and, asthe car approaches the fourth floor, inductor relay UIR will pass itscooperating inductor plate and will open its contact members 42 to causedeceleration of the car to make the desired stop. Stopping relay 11 alsocompletes a circuit to the signal lamp OF in the manner described forthe third floor stop, and the attendant will, therefore, center the carswitch to energize stopping inductor relay SR, and the car will come toa complete. stop at the fourth floor level.

It will also be observed that deenergization of intermediate-speed relay3 closes its con act members (Z, thus completing a. circuit preventedfrom attaining its high-speed operation and can be accelerated only tothat intermediate speed which may be determined as the highest practicalspeed to which acceleration may be made, and from which deceleration maybe made within the distance between the adjacent floors.

The fore oing description sets forth the operation of stopping the carin response to the actuation of the call-registering push buttons.However, assuming that, for some rea son, the attendant desires to stopthe car independently of an actuated call button, he may do so bycentering the car switch at any time in the travel of the car. Thisoperation of the car switch Cs will energi e he coils of the inductorrelays Ul-lll, U113. and SR, if the car is travelling upwardly, or thecoil oi inductor relays DHR, DIR. and SR if the car is travellingdownward. Centering the car switch Cs completes a circuit for coils UIRand UHR independently of stopping relays 10 and 11 which circuit extendsfrom line conductor L1, through conductors l5 and 70, the coils ofrelays UIR and UHR in parallel relation, conductor 71, contact members(Z on up-direction switch 1, conductors 72, 73, 89 and 125. contactmembers 126, and 28 car switch Cs and conductors 2% and 25, to lineconductor L2. At the same tons have been actuated for these floors ornot.

Assuming that, as the car approached the third floor in our assumedoperation, it was not desired that the car should stop thereat, theattendant by failing to center the car switch prevents the car fromstopping at the floor and it will continue to travel past the floor atthe landing speed. Should this occur,

high-speed relays 3 and 1 will not again be I picked up and the car willnot again accelerate to high speed unless the car switch C8 is centeredand inductor relay SR is actuated. The inductor relays SR, UIR etc. maybe similar to that disclosed in the copending ap plication of H. 1V.Williams, Serial No. 190,482, filed May 11, 1927 and assigned to thelVestinghouse Electric & Manufacturing Company, wherein the relays onceactuated are held in that position until the energizing coils aredeenergized.

This will constitute a penalty to discourage attendants from failing tostop in response to registered calls.

lVhile we have not illustrated by-pass buttons permitting the car toby-pass calls for restoring or cancelling the actuated push button, suchan arrangement is shown and de scribed in the copending application ofF. E. Lewis (283,898).

Referring to Figs. 3 andd, it will be observed that there is illustrateda second car C provided with a floor selector FS' and control mechanismidentical with that shown with reference to car C. Like primed reference' characters designate elements in Figs. 3 and 4 corresponding tosimilar elements in Figs. 1 and 2. By extending the conductorsconnecting the floor call-registering push buttons 2U, 2D, etc., to thecontact members of floor selector FS for car C to connect also withcorresponding contact segments on floor selector FS for car C, as by wayof conductors 133 and 134;, the two elevator cars C and C may beoperated as a bank of eleva tors in which the floor push buttons 2U, 2D,etc. are common control'devices. Hence, the first car to approach atloor for which a call has been registered will respond to that call andcancel the same, thus preventing a following car from receiving thecall. In like manner, if a'greater number of cars are to be used in thebank, these conductors 133 and 13 1 may be extendedto connect inparallel relation with the floor selectors of each of the additionalcars.

If the automatic or call registering system becomes deranged, it will beapparent that, with our system of control, the car need not be taken outof operation, since it may be operated as a car-switch-controlledautomatic inductor-landing elevator entirely independently of the callbuttons. It will, therefore, be seen that we have devised a controlsystem which is extremely flexible in its adaptation to various devicesof elevator service: wherein the attendant on the car has completed afinal control of the car at all times, and wherein disrangement of thecall system doesnot render the complete elevator inoperative, but whichpermits service to be given by this elevator pending location and repairof the fault or damage.

The described embodiment of our invention is for the purposes ofillustration only,

limit ourselvesto any of the details shown and described herein exceptas defined in the appended claims. a a v a We claimas our invention:

1. Ina control system for an elevator car operable past a plurality offloors, motive imeans therefor, actuable call-registering meansfor eachof said'floors, means operably responsiveto the approach of said carto'a floor for 'whicha call meanshas been actuated for automaticallyreducing the speed of said motive means, andmeans under the control ofanattendant on said car for stoperable past a floor, motive meanstherefor,

ping saidcmotive means subsequentto said speed reduction.

'2. In acontrol system for an elevator opactuable,call-registering'means for'said floor, means operably responsive to theapproach of said car to said floorwhen said call registering means isactuated for automatically reducing thespeed of said motive means, andmeans underthe control of anattendant on said car for controlling saidmotive means to start said car and forstopping said car subsequent tosaid speed reduction.

3. In a control system for anelevatorcar operable past a floor, meansunder the control'of'an'attendant on said car for starting said car andfor stopping saidcar, ac-

tuable' call means for saidfloor, andflm'eans operable in response tothe approachof said car to said floor'when said call means is actuatedfor automatically reducing the speed of saidcar independently of saidattendantsaid positions-forstarting said car, means operable uponmovement of said attendant controlled means to another position and uponthe approach of said car to said floor for automatically causing saidmotive means to reduce speed and to stop said car level with said floor,and means operably'respon- 's'ive to the actuated condition of said callmeans and to the approach ofsaid car to said attendant controlled means;5. Ina controlsystem "for: an elevator car operable past a floor,multi-speedmotive means therefor, means operable in correspondence withmovements of'said car for bringing saidcar to rest level with said floora in steps of diminishing speed-a car switch on said car-for startingsaid car: and for renderingsaid car-operated means efiective means forsaid floor operable to render said car-operated means effective tocontrol a portion only-of said steps independent of said car switch. 1 a

6. In a control system for an elevator car operable past a floor,multi-speed motive means therefor, means operable in correspondence withmovements ofsaid car for reducing thespeed, of said motive means insteps of diminishing speed as said car approaches said floor, and means,under the control of an attendant on said car, for controlling the finalstopping of said car.

7. In a control system for an elevator car operable past a floor,multi-speed motive means therefor, means operable in correspondence withmovements of said car for reducing the speed of said motive means insteps of diminishing speed as said car approachessaidfloor, and means,under the control of 'an attendant on said car, for controlling thefinal stopping of said car and for rendering saidspeed-reducing'mean'sefl'ective,actuable call-registeringmeans for said-floor operable when actuated for'rendering said speed-reducing meanseffective independent of said attendant-controlled means.

' 8. In a control system for an elevator car operable past a floor,multi-speed motive 'means' therefor, meansmovable in correspondence withmovements of said car for reducing the speed of said motive means insteps of diminishing speed as saidcar approaches-said floor, a carswitch on said car dering; said car-movement-operated means effective,and means solely under the control of said car switch forbringing saidcar to rest, independent of whether the carmovement-operated means isrendered effective bythe call-registering means or by the car switch.

i 9. In a control system for an elevator car operable past a floor,multi-speed motive means therefor, car switch means movable between atleast two positions, means operable by movement of said car switch toone 'postion for starting and accelerating said motive means, normallyineffective means for automatically decelerating'said car from ahigh-speed to zero speed in steps of diminishingspeed as said carapproaches said floor,

call-registering means for said floor forrendering a portion ofsaiddecelerating means effective, and means controlled by movement ofsaid-car switch to another position for rendering the remainder of saiddecelerating means efiective. V Y 10. In a control system for anelevator car operable past a floor, multi-speed motive meanstherefor,'carswitch'means movable to at leas'ttwo positions, meansoperableby movement of said car swltch means to one position forstarting and. accelerating said motive means,means for automaticallydecelcrating said motive means from a high speed to a lower speed assaid car approaches said floor, call-registering means operable torender said decelerating means efiective, additional means fordecelerating said motive means from said lower speed to zero speed assaid car continues to approach said floor, and means operable bymovement of said car switch means to a second position for renderingsaid last-named means eflective.

11. In a control system for an elevator operable past a floor,multi-speed motive means therefor, car switch means movable to at leasttwo positions, means operable by movement of said car switch means forselectively accelerating said motive means to any one of a plurality ofhigh speeds, a plurality of means operably dependent upon the speedselected for automatically decelerating said motive means from theselected high speed to a lower speed as said car approaches said floor,callregistering means operable to render said decelerating meanseffective, additional means for automatically decelerating said motivemeans from said lower speed to zero speed as said car continues toapproach said floor, means operable by movement of said car switch meansto another position for rendering said last named means effective.

12. In a control system for a plurality of elevator cars operable past afloor, multispeed motive means for each car, car switch means foreachcar movable to at least two positions, means foreach car forautomatical- 1y decelerating that car from a high speed to a lower speedas that car approaches said floor, call-registering means for said floorcommon to all cars actuable to render the decelerating means for thefirst carto'thereai'ter approach said fioor effective, additionalcallregistering means individual to each car for also rendering thedecelerating means for that car effective, and additional means for eachcar forautomati-cally decelerating, that car from said lower speed tozero speed as said car continues to approach said floor, means operableby movement of said car switch means to another position for renderingsaid last named means elfective.

13. In a control system for an elevator car operable past a floor,multi-speed motive means therefor, car switch means movable to at leasttwo positions, means operable by movement of said car switch means toone position for starting and accelerating said motive means, means forautomatically deceleratingsaid motive means from a high speed to a lowerspeed as said car approaches said floor, call-registering means operableto render said decelerating "means eifective, additional means fordecelerating said motive means from said lower speed to zero speed assaid car continues to approach said floor, and

means operable by movement of said car switch means to a second positionfor rendering said last named means effective, and signal means on saidcar operableupon actuation of said first named decelerating means.

14. In a control system for an elevator car operable past a plurality offloors, motive means therefor, actuable call-registering means forv eachof said floors, means operably responsive to the approach of said car toa door for which a call means has been actuated for automaticallyreducing the speed of said motive means, and meansunder the control ofan attendant on said car-for stopping said motive means subsequent tosaid speed reduction, and signal means on said car opactuated to stopsaid car.

i 16. In an elevator signal and control system in combination with anelevator and hoisting means therefor, means for reducing by apredetermined amount, the speed of retation of the hoisting mechanismcomprising an electro-magnetic device, circuits thereto and switches insaidcircuits, said switches being operable by users or prospective usersof the elevator from either within or without the elevator, andadditional means for causing an actual stopping of the elevator.

17. In an elevator signal and control system, in combination with anelevator and hoisting means therefor, means for signaling the elevatoroperator to stop at a selected floor comprising an electro-magneticdevice operable to materially reduce the speed of rotation of saidhoisting means, a circuit to saidelectro-magnetic device and meanstorclcsing said circuit located at said floor, and additional means forcausing an actual stopping oft-he elevator.

s18. In an elevator signal and con-trol system, in combination with anelevator and hoisting means therefor, means for signaling the elevatoroperator to stop at a selected ,floor comprising an electro-magneticdevice for materially reducing the speed of rotation of said hoistingmeans, a signal device in the elevator, circuits to saidelectro-magnetic device and said signal device and means located eitherin said elevator or at said vfloor for simultaneously closing vboth saidcircuits, and ,means operable from within said eleva- 1 tor only tocause actual stopping of the elevator.

19'. A signal and control system for an elevator car comprising aplurality of members, one for each of a plurality of landings,

operable to cause the deceleration of the car the stopping of the car,said one control means being manually operable.

, decelerating controls for a landing, a stop 21. A signaland controlsystem for an elevator car of the type wherein the stopping of the caris under the control of the operator of the car,characterized by thefact that'in addition means is provided for a landing for causing thedeceleration of the car only upon approaching said landing. Y

22. A signal and control system for an elevator car comprising a pair ofdirectional control, and cardecelerating mechanism responsive to saidstop control to stop the car and to one of said decelerating controls todecelerate the car upon approaching said landing only when the car istraveling in one direction and to the other of said deceleratingcontrols to decelerate the car upon approaching said landing only whenthe car is traveling in the other direction. a

23. A signal and control system for an ele- I vator car comprising a'decelerating control for a landing, start and stop control switchingmechanism, r and car-actuating-and-stopping mechanism responsive to saiddecelerating control to decelerate the car only at said landing and tosaid start and stop control switching mechanism to start the car and tostop it at any point.

24. ,A signal and control system for an elevator car serving a pluralityof landings comprising means for starting and stopping said elevator atany point in its travel, a single manually operable device forcontrolling the normal operation of said starting and stopping means,and a plurality of means for causing the car to decelerateto a predetermined speed, said last named means being incapable ofalone causing theelevator to decelerate below said predetermined speed. e

In testimony whereof, We-have hereunto subscribed our names this 7th dayof Aug, 1928. T LUTHER J. KINNARDL EDGAR M. BOUTON;

